Island



(No Mom.) 11 sheets-sheer 1.

E. B. BENHAM. MULTIPLE CYLINDER ENGINE. No. 487,084. Patented Nov. 29, 1892.

(No Model.) 11 Sheets-Sheet 2.

El Bl l l MULTIPLE CYLINDER ENGINE. No. 487.084. Patented Nov. 29, 1892.

eglfm 4f c (No Model.)

MULTIPLE CYLINDER ENGINE..

No. 487,084. Patenteamov. 29, 1892.

zweaZ/z" (No4 Model.) 11 Sheets-Sheet 4. E. B. BBNHAM.

MULTIPLE CYLINDER ENGINE. l No. 487,084. Patented Nov. 29, 1892.

(No Model.) llsheets-Sheet 5. E. B. B'ENHAM.

MULTIPLE CYLINDER ENGINE. No. 487,084. vPatented Nov. 29, 1892.

(No Model.) 11 Sheets-Sheet 6.

E. B. BENHAM.

MULTIPLE CYLINDER ENGINE.

No. 487,084. Patented Nov. 29, 1892.

(No Model.) 11 Sheets-Sheet 7. E. B. BENHAM.

MULTIPLE CYLINDER ENGINE. No. 487,084. Patented Nov. -29, 1892.

(No Model.) 11 Sheets-Sheet 8.

E. B.. BENHAM. MULTIPLE GYLINDER ENGINE.

INUl 487,084. lPatented, Nov. 29, 1892.

(No Model.) v11 Sheets-Sheet 9- E. B. B ENHAM--.

MULTIPLE CYLINDERv ENGINE.

No. 487,084. Pajzented'Nov. 29, 1892'.

| Immm11 (No Model.) v 11 Sheets-Sheet 10.

E. B. BENHAM. lszuLrPE GYLINDBR ENGINE.

Patented Nov. 29, 189% No. 487,084i

.THE Nonms mens co` PNorc-LITHOA. wAsmNGTon, n. c.

(No Model.) 11 Sheets-Sheet l1.

E. B. B ENHAM.

` MULTIPLE CYLINDER ENGINE.-

Patented' Nov. 29,' 1892.

TH: mls Pneus co4 PHoTauTHo.. wAsHmG'rou, nA c l UNITED STATES PATENT EErcE.

ELIJAH B. BENI-IAM, OF PROVIDENCE, RHODE ISLAND.

MULTIPLE-CYLINDER ENGINE.

SPECIFICATION forming part of Letters Patent No. 487,084, dated November 29, 189 2.

Application tiled January 25, 1892. Serial No.4l9,22'7. (No model.)

,uated by steam.

The object of the invention is to produce an engine of the class indicated which as to its construction is comparatively simple and inexpensive and which is operative with t-he 4greatest economy of the motor fluid.

The invention is largely dependent upon the novel valve employed, and otherwise consists in constructions and combinations of parts, all substantially as will hereinafter more fully appear, and be set forth in the claims.

The improved engine is fully illustrated in the accompanying drawings, in which- Figure 1 is a front end view of the engine with the plate which covers the chamber that is centrally of the radiallyarranged cylinders and in which the crank and pitmen move, removed. Fig. 2 is a longitudinal and gen eral vertical section of the engine, the plane of section which intersects the cylinders being taken, however, on the line 2 2, Fig. 1. Fig. 3 is an elevation anda partial section taken on the plane indicated byline 3 3, Fig. 2, and as seen from the rear end of the engine. Fig. fl is a vien7 of the valve-gearing as seen in planes transversely of the mainV shaft; and Fig. 5 is a sectional view of said parts, taken on liue 5 5, Fig. 4. Fig. 6 is an elevation taken at the rear end of the engine. Fig. 7 is a horizontal sectional view of parts of the cut-off mechanism as taken on line 7 7,Fig. 6. Fig. 8 is a vertical section the plane of which is indicated by the line 8 8, Fig. 7. Figs. 9, 10, 1l, and 12 are perspective views of the separated parts of the packing-ring devices which are applied relative to the valve, and which will be hereinafter referred to. Fig. 13 is a tace view of the assembled parts of the packing-ring device, with the internal annular flange of the part shown in Fig. 10 indicated as cut away. Fig. 14 is a sectional view rearward as taken through the steam-chest of the engine on the line 14 14:, Fig. 2, showing the face of the valve. Fig. 15 is a view of the rear side of the motor-head, showing the cylinder-ports against which the forward end face of the valve rotates. Figs. 16 and 17 are sectional views ot' the valve, the former being taken transversely of the valveaxis and looking rearwardly and the latter along its axis. The plane ot' section Fig. 1G is indicated on Fig. 17 by the line 16 1G, and the plane of section Fig. 17 is indicated on Fig. 16 by the line 17 17. Fig. 18 is in part a sectional view of a part of the valve, talren transversely of its axis and looking forwardly, and in part a rear view. Fig. 19 is an axial section through the valve, taken onthe plane indicated by the line 19 19, Fig. 18, and on this section Fig. 19 is drawn the line 18 18 to more precisely indicate the plane on which the sectional part of Fig. 18 is taken. Fig. 20 is a View more in the nature of a diagram than a conventional mechanical drawing, inasmuch as it shows the 'forward face of the valve in its relation to the cylinder-ports, which are understood as covered by said valve, but which cylinder-ports .are here indicated, for the purpose of avoiding confusion, by shaded patches instead of by dotted lines. Said view Fig. 2() also showsin section the cut-olf ring and some of the mech anism which acts in conjunction therewith. Fig. 21 is a perspective View to illustrate a peripheral fragment of the valve. Fig. 22 is a perspective View to illustrate a part of the cut-off ring. Fig. 23 is a diagram in many respects similar to Fig. 20, but showing the valve in a somewhat different position relative to the cylinder-ports.

Similar letters and numbers of reference indicate corresponding parts in all of the views.

Describing the engine in detail in connection with the drawings, the motor-head consists of a substantially-annular body A, with the cylinders A extending radially from said body, said cylinders being open at their inner ends, but closed at their outer ends and bolted to the body A. At a rear side part of the motor-head there is a wall or body a, which has an axially-extended hub-bearing 2 for the support of the main driving and crank shaftB.

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The said wall a incloses in part the circular space within the motor-head in which the crank-disk is located, the casting having, however, the central opening for the passage therethrough of the shaft.

y y indicate the cylinder-pistons, and ,z Z the pitmen connecting the pistons and crank, as usual in this type of multiple-cylinder motor.

There are on the rear end face of the motorhead eight ports d, circular-ly arranged at regular intervals, which are the orifices of radial passages d', formed along and within the said casting, and which passages are further continued in the side walls of the cylinders and enter the cylinder-ohambers at or near their outer ends.

C represents the steam-chest, which is in the form of a suitable cylindrical casing connected at the rear side of the parta of the motor-head, and contained within the same steam-chest casing C, but separated from and to the rearward of the steam-chamber c,`is the exhaust-chamber f. (See Fig. y2.) The steam-inlet passage is indicated at'g, and the outlet-passage for the exhaust-chamber is indicated at t'.

The valve D is mounted concentrically about but caused to rotate independently of the rotations of the crank-shaft and has its end face upon the rear face of the motor-head to overlie the cylinder-ports. The valve in this engine is caused to make one rotation only while the crank-shaft makes nine and has a series of eighteen ports through its front end face at regular intervals in circular arrangement, certain of which as to the whole `or portions of the area thereof at a given instant may register with certain of the cylinder-ports for giving steam-pressure to the cylinders or for conveying out the exhauststeam from the cylinders. The valve consists of the tubular central portion or shank 20 (which shank closely fits forifree rotation on the outer surface of the hub 2 of the casting a, axially through which the crank-shaft is passed) and the enlarged cylindrical head j, the forward end of which has the wall 23 in the form of an annulus, as seen in Fig. 14. There is an annular space 7c extending around within the enlarged head of the valve, which is entirely closed, except as to a certain nine of the valve-ports, which lead from said valve-chamber through the front end wall of the Valve. Of said nine ports three thereof are designated by hx, three by l, and three by Z2. At the rear of the head of the valve and as an annular' extension projected beyond the rear wall of the said Valvechamber k is the ilangesection 21, which is of' greater diameter than the tubular shank of the valve and is separated therefrom, leaving the intermediate` annular space, the rear mouth of which is in communication with the exhaust-chamber of the engine, as seen in Fig. 2. This annular passage is forwardly terminatedby the web-wall 24, through which, however, there are six openings 25 in particular arrangement, forward of which and within the valve-chamber they are hooded, .as at 26, whereby there can be no communication between the rear exhaust-passage and the annular valve-chamber, the said hooded passages terminating in six ports at the front end face of the valve, three of which are designated by lX and `three thereof by 1X. There are three ports through the front end wall of the valve, (designated by h, the same in the diagram Fig. 23 further having numbers l, 2, and 3 added to the indicating-letter h for especial designatiom) back of which and in communication with said ports are the passage-forming hoods 27, the said hoods occupying but a portion of the depth of said annular chamber, andy these hoods and likewise the hoods inclosingthe other said passages form no` such partitionsorbarriersinthe valve-chamberk astoimpede the free passage andcirculation of steam therein. The said hoods from the ports h are extended v around within l the valve-chamber from the positions of said ports in a direction reverse of that in which the valve rotates, to extend beyond the next two adjacent ports; but the hoods, being narrower over the'said next off-side ports, do not materially cover them, and 28 28 represent two apertures through the peripheral wall of the valve-body for each port h, whereby the steam is permitted to communicatefrom the steam-chamber with the said ports h. Of the eighteen ports of the valve here shown the three 7i thereof are arranged at intervals of one hundred and twenty degrees on the circular end face of the valve and are for giving the high-pressure steam to each cylinder as each of said ports h passes each of the cylinder-ports. It is now seen that there are five valve-ports between every two of said high-pressure ports h, the first hx being for the exhaust of the steam from the cylinder which had been supplied thereto through the preceding high-pressure port into the valve-chamber. The second Zof these intermediate ports when it comes opposite the cylinder-port gives low pressure to the cylinder from the valve-chamber or from another cylinder which had received high pressure and is at this instant exhausting into the valve-chamber. The third l of these intermediate ports is for the exhaust of the lowpressure steam from the given cylinder through the hooded passage 25 and annular passage at the shank of the valve to the exhaust-chamber. The. fourth Valve-port Z2V is forgiving when it is brought to register with the same given cylinder-port a second lowsteain pressure to its cylinder from the valvechamber, (in which there is constantly established steam-pressure by reason of the exhaust thereinto of all of the cylinders after they have received high pressure steam through the ports 71,) and the fifth Valve-port 2X permits of the exhaust of the low-pressure steam from the port, which it passes in the same manner as did the port 1X. It will'therefore be seen that every cylinder works first by high pressure and then by two successive low pressures. As a matter of fact the exhaust from each cylinder which had just worked on high pressure is had practically simultaneously through the valve-chamber into two other cylinders, which yare at the same side of the motor-head as that at which the crank at that time happens to be.

Every pressure-port and every exhaustport of the valve has the same action and permits the same ingress or egress of steam to or from the one cylinder-port that it does with respect to each of the cylinder-ports. A high-pressure port after having given high pressure to any cylinder does not again give high pressure to the next cylinder until both of the other high-pressure valve-ports have success- -ively acted to permit of the communication of high-pressure steam to cylinders at other sides of the motor-head.

Under the running of the engine steam is always permitted to enter through the apertures 28 and thence to and through the ports h whenever each of said ports is over a cylinder-port, and every ninth of a rotation of the valve will insure such successive effective pressures at all of the eight cylinder-ports as to force the crank and shaft completely around, or, what is the same, the turning of the valve to the extent of an eighth of a rotation,where by a high-pressure port is changed from one cylinder-port to the next cylinde1poit,\vill insure the making of one and one-eighth rotations of the crank and shaft. Thus, noting the diagram view Fig. 23 and also the View Fig. 20, it will be seen that the cylinder-ports d are numbered from .l to 8,inclusive, and the high-pressure valve-ports h are further numbered successively in the direction of the rotation of the valve l, 2, and 3, and it will be seen on particular reference to Fig. 23 that the forward edge of high-pressure port 7L (shown at the top of the View) is just at the rear edge of the rst cylinder-port d, it being understood that said ports arejust coming into registry, (and it will be here noted that at the instant the edge of a valve-port is in the position above specified relative to a cylinder-port the line as of the crank is in or approximately in aline with said coinciding port edges.) Now as the said rst high-pressure-port h at the top begins to move ott from the first cylinderport, as is shown in Fig. 20, the high-pressure port h numbered 2 in advance thereof is shown as just going over the cylinder-port numbered 4, and by the time these last-mentioned ports h2 d4 have been brought out of registry the high-pressure port h3 is brought over cylinder-port CF, next in advance thereof, and While this valve-port is giving its pressnre for the full stroke of the piston in the adjacent cylinder a complete rotation of the crank-shaft has been made, the valve up to this time having been turned but a ninth of a rotation, and before the last-mentioned port h3 has been completely passed out of coincidence with the cylinder-port C37, as last stated, the first-mentioned high-pressure port h' will be just coming onto the next cylinder-port to the left of the oneit herebefore acted uponviz., cl2-at which time the crank willthenhave made one and one-eighth rotations. The high pressures for the next rotation of the crankshaft are given first by h through cl2, then by h2 through d5, and then by h3 through d8, and so on, the pressure-port h at each successive complete rotation of the crank next proceeding to registry with the cylinder-port in advance, as do each of the other high-pressure ports 71,2 and h3. It will also be seen that the arrangement of the low-pressure ports is such relative to the high-pressure ports that while a given high-pressure port 71, is in registry with a cylinder-port dtwo low-pressure ports toward the same side of the valve as the working high-pressure port will be more or less in registry with cylinderports, the said high-pressure port h and the two low-pressure ports all giving pressure at the same time into cylinders at the same side of the head. When the port h is just coming onto a cylinder-port, the two acting low-pressure valveports are behind such port h; but as the high-pressure port comes well over the cylinder-port a low-pressure port in advance and a low-pressure port to the rear of the highpressure port are then the working ones; and it will be further seen by studying the diagrams that these cylinder-ports which are at the opposite side of the motor-head to those receiving pressure and which are covered at all by valve-ports are covered by exhaustports.

The detail construction of devices for effecting the separation of the steam-chamber from the exhaust-chamber, both of which are contained within the same cylindrical steamchest C, will be now described in connection with Figs. 2 and 9 to 13, inclusive. The valve, while having its head rotating within the live-steam chamber c, has its rear portion extended through the partitioning devices, to be now described. The steam-chest is intermediately provided With the annular iange 40, against the rear face of which is bolted the ring-plate 42, the inner circular edge of which plate has a bearing upon the rear end of the annular liange 23 of the valve. There is screwed upon the forward face of the ringplate 42 a thimble 43, (more plainly shown iin Fig. 10,) the inner hanged edge of which also has a close bearing with relation to the said annular valve-flange 23. Inclosed within the space between t-he ring-plate and the thimble are two rings 44 and n, the inner one n being formed by two half-rings having at the extremities of the halves engaging tongues and sockets,as shown particularlyin Fig. l2. Each half-ring or section has a pin 45 fixed thereto, which is extended lateraliy,one of which pins enters the radially-elongated slot 47 in the said thimble. The ring 44, which surrounds the separable section-ring n, is formed of as- ICO IIO

IIS

'the ringpla'te 50, bolted upon the rear end of Y 'the rstean'l-ches't body, and the inner 'circular edge of fs'uc'hiplate has a close bearing upon 'the rearwardly-projected sha-nk lof the valve. y The Vdevices here employed for ysecuring from the 'rotations fof 'the crank-'shaft Oury one-ri'nth as many rotations "of the Valve 'Will'` be fno'v'v described. Thevalv'e-h'as on its rear en'd an' internal gear t0, and the crank-"shaft has vthereon an eccentric p, err-circling which with fa close but-not a tight l'tit is `-`a "spur-gear "q, iiv'hich has eight-'ninths as rrrainy teeth :as 1

the internal lgear o. r 4represents -a `sleeve "which loosely encirc'lles the crank-shaftand is adapted to be held -fixed in given adjusted poa 'sition by means of 'fthe handle-:lever 52 "and the confinin'g'devicestherefor. A(Shown iin Fig.

distances from the a-X'is of ythe vsleeve i" and the shaft are 'circular openings 54, Wift'hlin whidhare ser fdisrsor ynndncai pieces 55,

and each disk has a Epin 56 passed 'through it I'at `an eccentric point thereof Whichjis as f'a'r 'o 'its 'center as is vthe center vvof the eccentric p off from the center of the shaft loniivhi'ch it is mounted, and said pins enter J perforations "therefor in the I"sp: ur gear-Wheel, 'which is mounted on the-'eccentric and which le'siiiext to the flange fof the sleeve. the -s'haf-t rotat'n g Fals'o jcarries A'around thefecy`cefrtriop and secures fa motio'nof revolution of the spur-gear about the 'axis of thesh'a'fn the spurgeai' having no rotational fm'ovement on itsoWn axis, such Amotion/being prevented bythe engagement of the 'pins 56 with "the disks 'which hayecifrcular movements around "the axesfof Vthe disks "55 and lcause only the disksto-rotate. Each rovingof ythe spur-gear around on the internalgea-r iixedon't'he valve vWithout rotation will therefore effect a rotational forcing of theinterna'l -g'ear to such Ian iex'tentas the 'difference between kthe teethof lioth-gea'rs isipr'oportionate tothe Wh ole number "of lteeth comprised in the larger gear. Therefore vif there are'eighty-one'teethin the 4-in't'ernalgear and `seventy-two in the spurgea'r it Will'requireninerotations of the shaft Aand nine complete rovings 'and forcing y'acltions'of the spur-gear upon the internalfgear toeectonelcomplete rotation of the valve.

The relative positionof the valve 'may be imodified with relation to the main shaft, 'whereby `under a given position ofthe crank the valvelmayha've-a slightly-variedrelation 'with the 'cylinder ports for consequently Now 'slightly varying the distribution of effective pressures by unloosening the fastening device for the lever 52, Which is shown at -53 in Fig. 6, 'and swinging such lever and the sleeve part i'n Which Vthe 'disks 55* are set. This change v'of relation of the valve may be ef- 'fe'cted Whether the shaft is immovable or rotating. l I

Thus far the description thas been given Without 'reference to the vcut-olf ring, which is shown 'at -E in Figs. 2, 14, "an'd20 and also in part in Fi'g-22. This cut-off ring 'encirvcles the cylindrical head j of the valve and has eight apertures 60 'through it, which are so `.ar-ranged that just asa high:pressure port h is coming 'over a 'cylinder-port d and While it remains over fsnch port the ring-'apertures as to fsomfe Aperf-tion of their area are `over the 'apertures '28 28ffor the Working high-press- 'ure port. The ring may, however, be so changed in its position relative A'to the valve lthat the pressure may be given only'afte'rthe pressure-port has come partly'to fregisterwith lthecyfl'indierlport, or the cut-off maybe :had be- -fo'r'e the pi'es's'u'r'eport has entirely-passed |'out Aof registry *with the `'c'ylinder-port. A :means for e'ffect'ingsb'oth automatically and, when Aoth'er'vt'i'se desired, changes-of the fcu'to'ff ring as to the relations .lof its'opening's A6o 'wi-thithe valvefapertures 128 and cylinder-ports will be 4"no-vv described.

G 'represents 'a rock-'shaft ranging parallel W-ith-arrd-above rt'he'rn'ain shaft, bei'ng `mounted in suitable fbeari'ngsof lthe casing parts'ofthe en gine, the in-irer1or`fforwardend of 'this'rock- 'shaft carrying a sector-gear A"70, which is in 'me'sh with 'thefarc-ish'aped rack 72 =tintheci1tofff'ring fllio'osely surrounding the end 'of the 'rock-shaft Glisla sleeve 74, on the outer fend of which is ii'xed a :Wormwheel 73,`and2a cup-shaped casing 'is keyed upon the eX- tremity of the shaft t -o'u'tside of thefa'c'e of the Worm-Wheel, 'having lits -flanged portions inclosing 'the -edge jo'f the 'Wheel and its one edge '.-port'ion thickened to form 'bearings for the tical governorishaftfu. This governor-shaft at its lower endisfspline-engaged,iasl'see'n :in Fig. 2,'With 'the `bev`elgear 80, which is in one with 'the internal `gear 0 of the valve. This'bevel-gear, as shown in Fig. -2, 'has the elongated sleey'fe-sha'n'kSl-,Lwhi'ch isfiangedat its upper end and =is 'supported vfor rotation and held against axial movement by the bracke't`90'and strap 92, Figs. -2 and 3. The shaft uinaytherefo're have a vvertical Vmovement, `thebevel-gear nevertheless being constantly in engagement with the gear 82, and at J are representedgovernor devices,'to

which revolution is imparted as the valve, and consequently also the shaft a, rotates. The governor devices indicated at J will not be particularly described, as they constitute the subject-matter of another application for Letters Patent of the United States which it is my intention to shortly file, it being merely explained that an excessive rotation of the main shaft and valve, and therefore of the governor-shaft u, will generate such a centrifugal force and outward movement of the rollers S5 that they will be caused to ride upon the funnel-shaped support shown therefor and through connections Which they have With the governor-shaft a raising thereof, and consequently a rocking of the shaft G and segment-gear to operate the cut-ott and secure a retardation of the running. Therocking motions thus automatically imparted to the shaft by the governor insure corresponding bodily movements to the sleeve 74c and the worm screw and Wheel and the casing, all in unison; but it will be seen from the described construction that if it is desired to change the position of the cut-off ring, so that a greater or less lead may be given to the apertures 28 and high-pressure ports of the valve, this may he done independently of the governor by turning the Worm-shaft 76 with a Wrench or Spanner. In doing this it Will be clear that the sleeve 7 4 and the worm- Wheel, being immovable, owing to their engagement by means of the yoke H with the governor-shaft u, cannot give to the Wormscrew, and therefore the Worm-screw must give to or crawl around on the Worin-Wheel, and with it the casing, which will of course by its key engagement with the rock-shaft effect a slight rocking of that shaft and the consequent slight shifting of the cut-olf ring.

While, as above intimated, the parts conibined with the governor-shaft u, which are generally indicated at J, do not constitute a part of thisinvention, the rack-provided cutod-ring segment-gear and its carrying rockshaft and the devices just above described as applied on the rock-shaft and serving as mediums of connection between it and the governor-shaft are deemed to properly constitute apart of the present invention in motors, for types of governors already wellknown may be provided With relation to the shaft u for effecting a raising thereof when the excessive movements are imparted to the governor, and which substituted governor would be capable of efficient coaction with the said rock-shaft devices.

VVhilein the motor here illustrated and described a motor-head having eight cylinders and cylinder-ports is set forth in connection with a valve having eighteen ports, (three of which are for givinghigh pressure to each of the cylinders, three for the exhaust of the high pressures into a temporary receivingchamber or transferring-conduit, six for directing secondary pressures into the cylinders, and six for the absolute exhaust of the Secondary pressures) it is of course understood that the invention is not to be confined to such number of cylinder and valve ports, for it 'is entirely Within the ability of mathematicians and steam or mechanical engineers after having made themselves familiar with the invention as hereinbefore set forth and Without, the exercise of the inventive faculty to make a design of an engine in which there are a number of cylinders and cylinder-ports different from eight and a valve for operation in conjunction therewith which will have the features and functions already set forth, but embodying a different number of ports from eighteen. y

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is

l. The combination, with a motor-head comprising a series of cylinders and ports therefor, all of which latter are in the same circle of arrangement, and a steam-supply chainber, of a valve mounted for rotation With ,a portion againstthe port-provided motor-head and having several passages therein which are in communication with the steam-supply and Which terminate in ports that may register With the cylinder-ports, a series of exhaust-ports respectively adjacent the highpressure ports, which may establish communication between the cylinder-ports and a chamber, (which is provided separate from the steamsupply,) other registering ports Which are in communication with said chamber, and registering ports Which are continned in passages through the valve for permitting the escape of the exhaust-steam, and all of the said valve-ports being in the same circle of arrangement to be brought successively into registry with each of the said cylluder-ports for the distribution of effective high and loW pressures to the cylinders at one side and for the exhaust of cylinders at the opposite side of the motor-head and the number of valve-ports being unequal to the number of cylinder-ports, for the purpose set forth.

2. The combination, with a motor-head coniprising a series of cylinders and ports therefor, all of which are in thc same circle of arrangement, and a steam-supply chamber, of a valve mounted for rotation with a portion against the port-provided motor-head and having several passages therein which are in communication with the steam-supply and Which terminate in ports that may register with the cylinder-ports, a chamber contained Within the valve, having port-openings which may also register with the cylinder-ports, and several othergregistering ports which are continued in exhaust-passages through the valve, and all of said valve-ports being in the same circle of arrangement to be brought successively into registry with each of the said cylinder-ports for the distribution of high and loW pressures to cylinders at one side and for the exhaust of cylinders at the other side of the IIO motor-head, the number of valve-ports being unequal to the number of cylinder-ports,v for the purpose set forth.

3. The combination, with a motor-head having a series of cylinders and ports therefor, all of which are in the same circle of arrange-A ment, and a steam-supply chamber back of the motor-head,and an exhaust-chamber sepa'-l rated from the steam-supply chamber, of a valve mounted to rotate with a portion against' the port-provided head and having passages therein which are in communication with the steam-supply and terminate in ports for reg" istry with the cylinder-ports, an ann ular chamL ber having ports which may register with the cylinder-ports, and several registering portsv which are continued in eXhaustpassages through the valve and lead to the said eithaust-charnber, the total number off'valveports'being unequal to the number of cylinderports and'all in a coincident circleof arrangement, substantially as and for the purposes set forth. f"

"4. The combination, with a motor-head comprising a series of cylinders and ports :there-l foi, all ofwhich are in the samefcircleof Varrangement, a steam-supply chainber,a`nd the crank-shaft and cylinder-@Stems inconnec# tion therewith, of la `valve having severalA registering high-pressure ports which vare in communication with the steamesu'pply' ehain" ber andv registering ports for the exhaust of the high -pressure steam,A which'` lead to chamberwhic'h is provided for receiving such exhaust-steam, registering ports which'v 'com-f municate with said receiving-chamber, and other registering ports continued i'n passagesA through the valve for insuring an absolute" exhaust of the secondary-pressure steam',the total number of valve-'ports'being unequal to thefnumber of cylinder-portsa'nd all in a coincident circle of arrangement, and mechani ism for securing a rotation of the vvalve ata differentiate of speed from that of the crankshaft.l "5; In a multiple-cylinder motor, the combinati-on, with a motor-head having the series of cylinders and ports therefor and a steam-supplychambeigcf a rotatable valve havingseveral passages through it which lead from its portion nextto the steam-supply chamberandl terminate 4in ports for registry7 with cylinder'- po'rts and arranged to give during the rota' tion of the valve successive high pressures at different cylinderports, a movable aper`" tured cut-oft'ldevice overlying the surface of the valve in proximity to the smalti-chambery and adapted to permit the passage of steam through-the valves at times of the port registry, and lmeans for shiftingthe cut-'off y ring, whereby the periodicity of steam-inlet to 'the valvepassages maybe modified with relation to that of the port registries, for the purpose Set forth. Y '6. The combination, with the motor-headv having cylinder-ports therefor and the rear?" wardly-extended hub and the crank-shaft therethrough, of a steam-chest at the rear of the headand surrounding the hub, the Valve having ar tubular shank and cylindrical head which incloses an annular chamber and hav- .ing high-pressure passages in communication with steam-chamber and terminating in ports gli, other ports Which communicate with thevv `said annularchamber, and further ports leading through the valve for the discharge of exhanst-steam, the valve being mounted for rotation on the said huh, and means intervening between the valve and crank-shaft for seciu'ring arotation of the valve differential to .that of the'shaft, for the purpose set forth.

3 7j. Theicombination, with the multiple-cylinder port-provided,motor-headandthesteamllchamber, of the valve having a cylindrical,

Qheadwith ports in frontendrvvall: for registry with the cylinder-'ports and` wh`ich'are extendf led in passagesthrou'gh theva'lve'head,fto'the peri phery,` 'a' cut-O ring loca'tedrin `thesfeain' chamber' and surrounding the valve-headan'd provided with aperturesGO and the rack", andV a [rock-shaftl and 'sector-gearwlfich engages said' rack, substantially as described.

8. Thecombination, with'tlie multiple-cylinder porepmvided 'motor-head, webrankishaft, the' steamlchamber, andthe valve haviing a cylindrical'headvvith 'ports in it'S front e'nd wall`for`registry witlithe cylinder-ports a'ndvvhichj are extended iu passages through'l tthe valve-head to the 'periphery for com'mu' `n'icati'on with, the steam-chamber, of' a` cut-'off ring located in the steam-chamber surround-' iirg the valve-head and prvrdedwithj taper;

tures' 60, a governor adapted 'to be driven' by the'running of the engine, Aand connections between samei'and said'cutoff ring :for se'cl'k ing'on the excessive r'nnningof vthel governor a'slight turning ofthe cnt-rotfring, substam tially as described.'

9."The combination, with the multiple-cylinder port -provide'dmotorh'ead,' a steamchamber, and the valve having a'c'ylindrical head, the ports in its vfront end wall' forregis` try with the cylinderports andwhi'ch are ezt# tended'in' passages through the valve-head to thev periphery, of a cut-off ring located i'riv' the steam-chan'iber and surrounding the 'valve'and provided With apertures,a governor adapted to be driven' by the running of the engine, and" connectionsbetween vsame and said cu t-off ringv for securingon the accelerated movement 'of the governor a slight turning 'of' the cut-off ring, and further devices and connectionsavv'ithv the cutoffringoperative to turn same `inde` pendently of and Withoutv interference' by the governor, substantially as and for the purLA poses set forth; A'

l0; The combination, With the multiple-cyl-Y inder and port-provided motor-head, a steamchamber, and the valve having'th'e cylindrical bodywith high-pressure portsextended to the periphery, and the apertured eut-off ring hav!" ing the rack, of the rock-shaft G, having the sector-gear and provided Withaslee'v'e having a worm-Wheel 'fixed thereon, a yoke connected',`

IOC

IIO

to the said sleeve to have aswinging movement from same as its center of motion, a governorrod adapted to have a vibration and engaged with said yoke, and a part carried on the said shaft having mounted thereon for rotation a Worm-shaft, the worm-screw of which is in engagement with said Worm-wheel, substantially as and for the purposes set forth.

11. The combination, with the valve having the cylindrical bodyand the steanrchest and the passages leading from the steam-chest through the valve, of the apertu red cut-oft ring having the rack, the rock-shaft G, having the sector and having connected thereon a yoke or arm, and the governor adapted to be driven by the running of the engine and embodying a vibratory shaft which has an engagement with the said rock-shaft arm, substantially as described.

12. The combination, With a cylindrical valve and the cut-off ring surrounding same, provided with a rack, of the rock-shaft G, having the sector-gear and the sleeve 74, With the Worm-Wheel 73 fixed thereon, the vibratory governor-shaft u, the yoke H, connected on said sleeve to swing therefrom as its center of motion and having the pin-andslot engagement With said governor-shaft, and the cup-shaped casing 75, fixed on the rockshaft adjacent the Worin-wheel and having the Worm-shaft 7 6 rotatably mounted thereon to engage the Worm-wheel, all substantially as shown.

13. In a multiple-cylinder motor, the combination, With a motor-head having a series of cylinder-ports in circular arrangement, the crank-shaft, and the valve mounted for rotation to lie against the part ot' the motor-head comprising the cylinder-ports and provided with a series of pressure and exhaust ports unequal in number to the cylinder-ports and all so arranged that the distribution of eifective pressures given through the valve will be at any given instant opposite to the exhaustport registry, of an internal gearon the valve, an eccentric on the main shaft, and a surrounding gear-whcel having a less number of teeth than said internal gear, a normally-stationary part through which the shaft rotates, having a portion which is located alongside of the eccentric-carried gear and with one or more circular openings, cylindrical pieces set to rotate in said openings, and pins eccentrically engaging the cylindrical pieces and also engaging the said eccentric-carried gear, substantially as and for the purpose set forth.

14. In a multiple-cylinder motor, the combination, with a motor-head having a series of cylinder-ports in circular arrangement, the crank-shaft, and the valve mounted for rotation to lie against the part of the motor-head comprising the cylinder-ports and provided with a series ot' pressure and exhaust ports unequal in number to the cylinder ports and all so arranged that the distribution of effective pressures given through the valve will be at any given instant opposite to the exhaustport registry, of an internal gear on the valve, an eccentric on the main shaft, and a surrounding gear-wheel having a less number of teeth than said internal gear, a normally-stationary part through which the shaft rotates, having a portion which is located alongside of the eccentric-carried gear and with one cr more circular openings, cylindrical pieces set to rotate in said openings, and pins eccentrically engaging the cylindrical pieces and also engaging the said eccentric-carried gear, and a device connected to said normally-stationary part for securing at pleasure a rotational movement thereof, and means for locking said part against movement, substantially as and for the purpose set forth.

15. In combination, a multiple-cylinder motor-head and ports therefor, a Valve of a general cylindrical form mounted for rotation against said motor-head, and an annular body surrounding the valve, With an intervening space, and packing and partitioning appliances for dividing said intervening space into supply and exhaust chambers, consisting of a ring-plate secured to the body, a thimble secured to the ring-plate, metallic ring-sections, and a surrounding ring of compressible inaterial in the annular space formed between the thimble and ring-plate, the said metallic sections bearing peripherally on the valve, and passages through the thimble for the admission of steam to a contracting action upon said compressible ring, substantially as described.

16. In a motor, the combination, With the annular body and a valve of general cylindrical form mounted for rotation concentrically therein, of a partitioning appliance consisting of the ring-plate 42, thimble 43, With passage 49, the sectional ring with engaging tongues and sockets, and the restraining-pins 45, and the ring of compressible material surrounding the metallic packing-ring, and all combined and arranged for operation substantially as set forth.

17. In a multiple-cylinder motor, the combination, With a rotary Valve having a gear thereon, of the stationary support 90 and the removable strap 92, the pinion 80, having the extended and tianged shank engaged by said support and strap, and the governor-rod splineengaged With said gear, substantially as and for the purposes set forth.

1S. A rotary valve for a multiple-cylinder motor, having a cylindrical head with an annular chamber therein and several ports through its front Wall which are continued in passages Within the valve-head to apertures at the periphery, other ports through the front Wall communicating With the annular chamber, and other ports through the front Wall which are rearwardly continued in exhaust-passages terminating at the rear of the Valve-head, substantially as and for the purposes described.

19. A valve for a multiple-cylinder motor, havingahead in the form of an annular shell IOO IIO

and having at intervals o f thirds around its another port communicating with the said l front end wall high-pressure ports Whohare valvegchalnber, and next another, port, conextended in hooded passages terminaing at tinued rearwardly in a hooded passage which the periphery of the Valve-head and interlneterminates at the rear of the valve-head, for

5 diate of pairs of said high-pressure ports, two the purposes set fort-h.

ports through said end `Wall leading to the ELIJAl-I B. BENHAM'. annular chamber Within the valve, next 4' Vitnesses: port continued in a hooded passage through WM. S. BELLOWS,

and terminating at the rearof the valve, next J. D. GARFIELD. 

